Review: 2013 Hyundai Santa Fe Limited AWD

Author's Note: With 2013 coming to a close in a couple of weeks, we've decided to clear out the remaining 2013 vehicle reviews this week. Everyday a new review will appear on the front page. If you miss one day, don't worry, we'll have links to the previous reviews just below. -WM

A few weeks ago, I reviewed the 2013 Hyundai Santa Fe Sport and really came away impressed. Now I was wondering how the larger brother, the 2013 Santa Fe would fare. Well I have an answer to that as I spent a week in the 2013 Santa Fe Limited AWD.

Explaining the styling of the Santa Fe is pretty simple. Take a Santa Fe Sport and stretch out like taffy: Voilà, you have the Santa Fe. Compared to the Sport, the 2013 Santa Fe rides on a wheelbase that is 3.9 inches longer and overall length is 8.5 inches longer. Aside from different measurements, the models share many design cues. The front end features a large grille that I found to be almost too big and a set of distinctly-shaped headlights. The side profile reveals body sculpting, a bold character line, and a set of nineteen-inch alloy wheels. Compared to the Veracruz, Hyundai's first attempt at a seven-seat crossover, the new Santa Fe looks much more stylish.

The story inside for the Santa Fe is almost similar to the Santa Fe Sport. It is a pleasant place to be with lots of soft touch materials along the door panels and dashboard. A couple pieces of wood trim along the dash add a nice contrasting touch. However a couple areas in the Santa Fe such as the release for the center console lid showed signs of wear and made me wonder about some of the materials used. Now this being a media car, I know they have a rough and tumble life. But with this Santa Fe having just under 7,000 miles and showing signs of wear, it makes me wonder what this vehicle would be like in a few years time.

The center stack is comprised of a large eight-inch touchscreen that comes as part of the $2,900 Technology Package that includes navigation and Hyundai's BlueLink telematics system. As I said before, Hyundai's infotainment system has to be one of the fastest systems on the marketplace today. It also is one the easiest to use with a simple interface and large touch points. If you don't opt for the tech package, a 4.3-inch screen sits in that space and looks a bit odd. Underneath are controls for the HVAC system which are easy to understand and use.

There is an odd thing about the seating arrangement in the Santa Fe lineup. The base GLS trim only comes with seating for seven-people via a second-row bench, while the Limited trim comes with seating for six thanks to two captain chairs. You can't option for six seats in the GLS or seven in the Limited. I'm wondering why Hyundai decided to give only one choice dependent on the trim. My best guess? Keep it simple. Comfort wise, head and legroom are excellent for the second-row. The third-row is best reserved for small kids or folded into the floor to expand cargo space from 13.5 Cubic Feet to 40.9 Cubic Feet.

See the next page for thoughts on the powertrain and ride.

Under the hood is Hyundai's 3.3L GDI V6 engine with 290 horsepower and 252 pound-feet of torque. This is mated to a six-speed automatic to either the front wheels or our tester's optional all-wheel drive system. As I have said previously on the 3.3L V6, it moves any vehicle with authority. The Santa Fe is no exception. This engine is also very refined with not much noise coming from the engine bay. The six-speed automatic is quick on up and downshifts, and provides a seamless transition between them.

Fuel economy wise, the 2013 Santa Fe with AWD is rated by the EPA at 18 City/24 Highway/20 Combined. My average for the week landed around 21 MPG.

The suspension duties are taken up by a set of MacPherson struts up front and a compact multi-link independent setup at the rear. This setup provides a very comfortable ride with most bumps and imperfections being ironed out. Take into consideration that this Santa Fe was equipped with the nineteen-inch alloy wheels and this suspension setup is more impressive.

Hyundai has fitted the Santa Fe with their Driver-Selectable Steering Modes which can vary the steering weight from light (Comfort) to heavy (Sport). As I have said previously, I don't like this system since Comfort and Sport are on the extreme ends and really doesn't improve the driving experience. I found myself leaving it in normal and being happy with it.

Much like the Santa Fe Sport, I found myself being impressed with the Santa Fe. Hyundai focused on the key areas that many buyers are looking for in a crossover; value for money, space, and comfort. This would be a crossover I would recommend to anyone.

There is a 'but' to this review. As I said earlier, this Santa Fe showed signs of wear and tear at such a low amount of miles which makes me question some of the material choices and therefore quality. I'm wondering if this was a fluke and other Santa Fes don't show signs like this. If so, I would say Hyundai has done an excellent job on the Santa Fe and its worth a look. If not, then I think it's time for Hyundai to be asking some tough questions.

Disclaimer: Hyundai Provided the Santa Fe Limited, Insurance, and One Tank of Gas

Europe like America has the 3 basic charging standards in play in their fragile network of 2016. These is what we know as the 110, 220 and 440, level 1, 2 and 3 chargers. Yet Europe is not standing by waiting for Tesla or American Auto companies to drive EV auto's. Instead Europe has built the following consortium of Auto companies who have all chosen to contribute an equal amount to building the next generation charger network. VW, GM, BMW, Daimler, FORD, FCA, Hyundai, Volvo and Jaguar Land Rover have choosen to build 400 locations over the next 3 years that will sense and charge up to 350 kW in the period of a quick Coffee break. This is significantly faster and higher than the Tesla 120kW fast charging system. The goal by the European Government is to offer road trip worthy auto's with fast charging to bring less noise and cleaner air to European cities by 2020 and to make the bulk of inner city auto's EV's within 10 years of the fast charging system going live, so by 2030.

Diamler is wanting to lead the European charge with their 300+ kilometer EV-CUV

This would seem to show that Tesla has had the desired effect of making a market changing revolution of how companies and governments see the future of transportation.
Source PM

When I go back and look at the various Kia Optimas I have driven for Cheers & Gears, there has been one variant that I haven’t driven, the 2.0L turbo-four. But this changed back over the summer when a 2016 Kia Optima SXL came into the Cheers & Gears’ Detroit bureau for a week-long evaluation. The SXL serves as the Optima’s flagship trim with more premium materials and the turbo-four.
As I mentioned in my Optima EX review from earlier this year, the redesigned Optima looks familiar to the previous model. But that isn’t a bad thing per say. It is still as sharp looking as the previous model and the changes done such as a new trunk lid, LED taillights, a smaller grille, and reshaped headlights. The SXL takes it a step further with a set of 18-inch alloy wheels, Turbo badging on the fender vents, and a little bit more chrome. Finished in a dark blue, the Optima SXL is damn good looking midsize sedan.
You won’t find many differences in the SXL’s interior compared to other Optima’s. The key one is the seats being wrapped Nappa leather with a quilted pattern. If I am being honest, I can’t really tell difference between the Nappa leather and the standard leather used on other Kia models.
But what I can tell the difference with is the materials used in the SXL’s interior. Kia swaps the soft-touch plastic used on the dash and door panels for stitched leatherette. This is to give the impression that you’re in something more expensive and it works very well.
The Optima SXL’s backseat is slightly tighter than the one found in the Optima EX. Why? The SXL comes with a panoramic sunroof as standard, which eats into headroom.
Let’s talk about the engine. The SXL features a 2.0L turbocharged four-cylinder with 245 horsepower and 260 pound-feet of torque. This is paired with a six-speed automatic. Leaving a stop, it takes a moment for the engine to fully wake up and you can’t help but wonder where is the power. At first, I thought this new 2.0L developed a bad case of turbo-lag. But I soon realized that it was a lazy throttle that was causing this issue. This is something we have been noticing in recent Hyundai and Kia models equipped with the turbo engine. Once you get over the lazy throttle, the engine moves the Optima with some authority. Merging onto a freeway or making a pass is no problem as the turbo quickly spools up and gives the necessary thrust. It doesn’t hurt the engine is very refined.
EPA fuel economy figures stand at 22 City/32 Highway/25 Combined. I achieved a not too shabby 26.1 mpg average for the week.
One of my biggest complaints about the last Optima I drove was the uncomfortable ride. The tuning on the EX model let in more bumps and road imperfections inside than what I was expecting. To my surprise, the SXL featured a more comfortable ride. Despite featuring larger wheels, the SXL was able to iron out most bumps and imperfections. I can’t explain why there is a vast difference in terms of ride quality between the two trims at this time.
The SXL does retain the sharp handling that we liked in the Optima EX. Body motions are kept in check and the steering provides a nice heft when turning. Some will lament that the steering doesn’t have the same feel as something like the Mazda6, but this has to be Kia’s best effort yet.
The Optima SXL begins at $35,790 and that includes every option available on the Optima as standard equipment - 18-inch alloy wheels, dual-zone climate control, heated and ventilated front seats, a Harman/Kardon audio system, navigation, blind-spot monitoring, adaptive cruise control, surround view camera system, and much more.
Some might balk at the price. But considering what the SXL brings to the table, along with its improved ride quality, it is very much worth the price. Plus, you might be able to work out a deal to where you’ll be able to cut the price. We’ve seen dealers cutting about $2,000 to $4,000 off Optima SXLs in an effort improve sales of the midsize sedan. Who knows, you might be able to get one of best equipped and decent driving midsize sedans at a surprising price.
Disclaimer: Kia Provided the Optima SXL, Insurance, and One Tank of Gas
Year: 2016
Make: Kia
Model: Optima
Trim: SXL
Engine: Turbocharged 2.0L DOHC Four-Cylinder
Driveline: Six-Speed Automatic, Front-Wheel Drive
Horsepower @ RPM: 245 @ 6,000
Torque @ RPM: 260 @ 1,350-4,000
Fuel Economy: City/Highway/Combined - 22/32/25
Curb Weight: 3,594 lbs
Location of Manufacture: West Point, Georgia
Base Price: $35,790
As Tested Price: $36,615 (Includes $825.00 Destination Charge)
Options:
N/A

When I go back and look at the various Kia Optimas I have driven for Cheers & Gears, there has been one variant that I haven’t driven, the 2.0L turbo-four. But this changed back over the summer when a 2016 Kia Optima SXL came into the Cheers & Gears’ Detroit bureau for a week-long evaluation. The SXL serves as the Optima’s flagship trim with more premium materials and the turbo-four.
As I mentioned in my Optima EX review from earlier this year, the redesigned Optima looks familiar to the previous model. But that isn’t a bad thing per say. It is still as sharp looking as the previous model and the changes done such as a new trunk lid, LED taillights, a smaller grille, and reshaped headlights. The SXL takes it a step further with a set of 18-inch alloy wheels, Turbo badging on the fender vents, and a little bit more chrome. Finished in a dark blue, the Optima SXL is damn good looking midsize sedan.
You won’t find many differences in the SXL’s interior compared to other Optima’s. The key one is the seats being wrapped Nappa leather with a quilted pattern. If I am being honest, I can’t really tell difference between the Nappa leather and the standard leather used on other Kia models.
But what I can tell the difference with is the materials used in the SXL’s interior. Kia swaps the soft-touch plastic used on the dash and door panels for stitched leatherette. This is to give the impression that you’re in something more expensive and it works very well.
The Optima SXL’s backseat is slightly tighter than the one found in the Optima EX. Why? The SXL comes with a panoramic sunroof as standard, which eats into headroom.
Let’s talk about the engine. The SXL features a 2.0L turbocharged four-cylinder with 245 horsepower and 260 pound-feet of torque. This is paired with a six-speed automatic. Leaving a stop, it takes a moment for the engine to fully wake up and you can’t help but wonder where is the power. At first, I thought this new 2.0L developed a bad case of turbo-lag. But I soon realized that it was a lazy throttle that was causing this issue. This is something we have been noticing in recent Hyundai and Kia models equipped with the turbo engine. Once you get over the lazy throttle, the engine moves the Optima with some authority. Merging onto a freeway or making a pass is no problem as the turbo quickly spools up and gives the necessary thrust. It doesn’t hurt the engine is very refined.
EPA fuel economy figures stand at 22 City/32 Highway/25 Combined. I achieved a not too shabby 26.1 mpg average for the week.
One of my biggest complaints about the last Optima I drove was the uncomfortable ride. The tuning on the EX model let in more bumps and road imperfections inside than what I was expecting. To my surprise, the SXL featured a more comfortable ride. Despite featuring larger wheels, the SXL was able to iron out most bumps and imperfections. I can’t explain why there is a vast difference in terms of ride quality between the two trims at this time.
The SXL does retain the sharp handling that we liked in the Optima EX. Body motions are kept in check and the steering provides a nice heft when turning. Some will lament that the steering doesn’t have the same feel as something like the Mazda6, but this has to be Kia’s best effort yet.
The Optima SXL begins at $35,790 and that includes every option available on the Optima as standard equipment - 18-inch alloy wheels, dual-zone climate control, heated and ventilated front seats, a Harman/Kardon audio system, navigation, blind-spot monitoring, adaptive cruise control, surround view camera system, and much more.
Some might balk at the price. But considering what the SXL brings to the table, along with its improved ride quality, it is very much worth the price. Plus, you might be able to work out a deal to where you’ll be able to cut the price. We’ve seen dealers cutting about $2,000 to $4,000 off Optima SXLs in an effort improve sales of the midsize sedan. Who knows, you might be able to get one of best equipped and decent driving midsize sedans at a surprising price.
Disclaimer: Kia Provided the Optima SXL, Insurance, and One Tank of Gas
Year: 2016
Make: Kia
Model: Optima
Trim: SXL
Engine: Turbocharged 2.0L DOHC Four-Cylinder
Driveline: Six-Speed Automatic, Front-Wheel Drive
Horsepower @ RPM: 245 @ 6,000
Torque @ RPM: 260 @ 1,350-4,000
Fuel Economy: City/Highway/Combined - 22/32/25
Curb Weight: 3,594 lbs
Location of Manufacture: West Point, Georgia
Base Price: $35,790
As Tested Price: $36,615 (Includes $825.00 Destination Charge)
Options:
N/A

Most luxury SUVs will never go fully off-road. The closest they’ll ever get is driving down a gravel road. But that doesn’t mean some automakers aren’t filling them with the latest off-road for that one person who decides to. Case in point is the LX 570. Lexus’ variant of the Toyota Land Cruiser has been updated inside and out to try and draw buyers away from the usual suspects in the class.
For 2016, Lexus has softened the LX’s boxy-shape with some rounded edges and more imposing fenders. The front grille has grown in size to match other Lexus vehicles, though to our eyes it looks more like the head from a Cylon in the 1980’s Battlestar Galactica tv show. The rear features new taillights and a reshaped tailgate.
The interior has somehow become more opulent since the last LX we drove. A new dash design features real wood trim and more soft-touch materials. Our tester featured leather upholstery that can be described as red-orange. At first, I thought it was a bit much. But over the week I grew to like the color as it adds some personality.
Sitting in either the front or second-row seats of the LX is a pleasant experience. There is plenty of head and legroom for both rows, along with heat. Front seats also get ventilation as standard. The third-row seat is a bit of joke. Getting back there in the first place is quite difficult due to the small gap when you move the second-row forward. Once back there, you find legroom is almost negligible. Finally, the way the third row folds up by side walls and not into the floor hampers cargo space - only offering 41 cubic feet.
Lexus’ Remote Touch interface has arrived in the LX this year with a gargantuan 12.3-inch screen sitting on top of the dash. On the plus side, the screen is vibrant and easy to read. The negative is the remote touch controller as you’ll find yourself choosing the wrong function because the controller is very sensitive to inputs.
Power comes from 5.7L V8 with 383 horsepower and 403 pound-feet of torque. This is paired with an eight-speed automatic and full-time four-wheel drive system. On paper, the V8 should move the LX 570 with no issue. But a curb weight of 6,000 pounds negates this. Performance can be described as ho-hum as it takes a few ticks longer to get up to speed. At least the eight-speed automatic transmission is a smooth operator and quick to respond when you stab the throttle.
The LX 570 is chock full of clever off-road tech such as crawl control, hill start assist, 360-degree camera system, and multi-terrain select system that optimizes various parts of the powertrain and four-wheel drive system. Sadly, we didn’t get the chance to put any of these to the test.
No matter the condition of the road, the LX 570 provides a smooth and relaxing ride. Impressive when you consider the LX is riding on a set of 21-inch wheels. Road and wind noise are kept to very acceptable levels.
Lexus added a set of adaptive dampers for the 2016 LX and you can adjust the firmness via a knob in the center console - Comfort, Sport, and Sport+. The dampers do help reduce body roll in corners, giving you a little bit more confidence. Steering is what you would expect in an SUV, light and numb. This makes the LX a bit cumbersome to move in certain places such as a parking lot.
Compared to the last LX 570 we drove, the 2016 model has gone up in price. Base price now stands at $88,880 and our as-tested price comes in at $96,905. This one feels a bit a more worth of price tag that Lexus is asking for, but I still think a Cadillac Escalade or Range Rover are slightly better in terms of value.
If you’re planning a trip to Death Valley or the Rocky Mountains and want something that can you there and back, along with providing all of the luxuries, look no further than the LX. Otherwise, there are a number of other luxury SUVs that make more sense if you’re planning to stay on the pavement.
Year: 2016
Make: Lexus
Model: LX 570
Trim: N/A
Engine: 5.7L 32-Valve, DOHC Dual VVT-i V8
Driveline: Eight-Speed Automatic, Full-Time Four-Wheel Drive
Horsepower @ RPM: 383 @ 5,600
Torque @ RPM: 403 @ 3,600
Fuel Economy: City/Highway/Combined - 13/18/15
Curb Weight: 6,000 lbs
Location of Manufacture: Aichi, Japn
Base Price: $88,880
As Tested Price: $96,905 (Includes $940.00 Destination Charge)
Options:
Mark Levinson Audio System - $2,150.00
Dual-Screen DVD Rear-Seat Entertainment System - $2,005.00
Luxury Package - $1,190.00
Heads-Up Display - $900.00
Cargo Mat, Net, Wheel Locks, & Key Glove - $250.00
All-Weather Floor Mats - $165.00
Heated Black Shimamoku Steering Wheel - $150.00
Wireless Charger - $75.00